US20230031989A1 - Reinforced leading edge section for an aircraft - Google Patents

Reinforced leading edge section for an aircraft Download PDF

Info

Publication number
US20230031989A1
US20230031989A1 US17/874,604 US202217874604A US2023031989A1 US 20230031989 A1 US20230031989 A1 US 20230031989A1 US 202217874604 A US202217874604 A US 202217874604A US 2023031989 A1 US2023031989 A1 US 2023031989A1
Authority
US
United States
Prior art keywords
leading edge
edge section
aircraft
inner reinforcement
outer skin
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
US17/874,604
Inventor
Rubén VIVARACHO RODRIGUEZ
Gonzalo Ramirez Blanco
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations SL
Original Assignee
Airbus Operations SL
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations SL filed Critical Airbus Operations SL
Publication of US20230031989A1 publication Critical patent/US20230031989A1/en
Assigned to AIRBUS OPERATIONS S.L. reassignment AIRBUS OPERATIONS S.L. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: VIVARACHO RODRIGUEZ, Rubén, RAMIREZ BLANCO, GONZALO
Pending legal-status Critical Current

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64CAEROPLANES; HELICOPTERS
    • B64C3/00Wings
    • B64C3/10Shape of wings
    • B64C3/16Frontal aspect
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64CAEROPLANES; HELICOPTERS
    • B64C3/00Wings
    • B64C3/28Leading or trailing edges attached to primary structures, e.g. forming fixed slots
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64CAEROPLANES; HELICOPTERS
    • B64C3/00Wings
    • B64C3/26Construction, shape, or attachment of separate skins, e.g. panels
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64CAEROPLANES; HELICOPTERS
    • B64C5/00Stabilising surfaces
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64DEQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00Aircraft indicators or protectors not otherwise provided for
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64DEQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00Aircraft indicators or protectors not otherwise provided for
    • B64D2045/0095Devices specially adapted to avoid bird strike

Definitions

  • the present invention relates to a leading edge configuration for an aircraft.
  • Certification regulations governing certain categories of aircraft require that, in the event of damage to a component caused by collision with a bird, the aircraft has to be capable of maintaining flight long enough to reach a landing site.
  • conventional aircraft lifting surfaces are configured to both withstand the bird strikes and fulfilling the aerodynamic requirements.
  • the integration of these both functionalities results in a secured, but heavy design of the leading edges of the aircraft that ensure that there is no affectation of the primary structure allocated behind the leading edges.
  • aircraft aerodynamic surfaces such as wings or stabilizers (a Horizontal Tail Plane (HTP) or a Vertical Tail Plane (VTP)), comprises leading edges 30 with increasing thickness in order to reach the maximum value in their outermost parts (the so-called D nose), which is the critical area from the impact point of view.
  • HTP Horizontal Tail Plane
  • VTP Vertical Tail Plane
  • FIG. 1 shows a state of the art aircraft aerodynamic surface having a leading edge 6 , a trailing edge 7 and several spars 8 in-between.
  • the leading edge 6 comprises several composite plies 9 laid up to engross the leading edge 6 area, resulting in a heavy part.
  • the present invention overcomes the above mentioned drawbacks by providing a leading edge section for an aircraft with a reduction in weight and cost.
  • An object of the present invention is to provide a leading edge section for an aircraft that minimizes the weight and cost required in its manufacturing, at the same time that withstands a bird strike event.
  • Another object of the present invention is to provide a leading edge section for an aircraft that is compatible with any manufacturing material.
  • the present invention refers to a reinforced leading edge section for an aircraft that comprises an outer skin formed with an aerodynamic leading edge profile, and an inner reinforcement arranged internally with respect to the outer skin along the span of the leading edge section.
  • the inner reinforcement comprises a base with a C-shaped configuration joined to the outermost part of the outer skin, and a web having a free end and an opposite end joined to the base. The web is extended in a direction transverse to the direction of the span of the leading edge section.
  • the invention provides a new section with a more resistive structure (mass) incorporated in the forward area of the leading edge, resulting in a section capable of absorbing more energy from a bird impact.
  • the new leading edge section offers a part with reduced weight and manufacturing cost due to the simplification of the design.
  • the thickness changes in the leading edge will be avoided by adding an inner reinforcement along the D nose forward area.
  • this configuration increases the inertia for the critical impact direction, adding the reinforcement just in the most important area.
  • FIG. 1 shows a schematic view of a state of the art leading edge provided with a thickening in its outermost area.
  • FIG. 2 shows a schematic view of a leading edge section, according to a first embodiment of the present invention.
  • FIG. 3 shows a schematic view of a leading edge section, according to a second embodiment of the present invention.
  • FIG. 4 shows an aircraft equipped with the leading edge section of the invention.
  • FIG. 2 shows a reinforced leading edge section ( 1 ) for an aircraft that comprises an outer skin ( 2 ) and an inner reinforcement ( 3 ).
  • the outer skin ( 2 ) is formed with an aerodynamic leading edge profile.
  • the inner reinforcement ( 3 ) is arranged internally with respect to the outer skin ( 2 ) along the span of the leading edge section ( 1 ).
  • the inner reinforcement ( 3 ) comprises a base ( 3 ′), and a web ( 3 ′′) with a free end ( 3 ′′ a ) and an opposite end ( 3 ′′ b ) joined to the base ( 3 ′).
  • the base ( 3 ′) has a C-shaped configuration and it is joined to the outermost part of the outer skin ( 2 ).
  • the web ( 3 ′′) is extended in a direction transverse to the direction of the span of the leading edge section ( 1 ).
  • the invention provides a leading edge section with an improved impact behavior, a reduced weight, and easier manufacture due to the avoidance of thickness changes.
  • the reinforced leading edge section ( 1 ) further comprises one pair of secondary reinforcements ( 4 ) attached to both ends of the base ( 3 ′) of the inner reinforcement ( 3 ) to maximize the forward mass.
  • the secondary reinforcements ( 4 ) are preferably radially extended towards the free end of the web ( 3 ′′ a ).
  • the web ( 3 ′′) of the inner reinforcement ( 3 ) is extended towards the rear part, the leaving a marginal distance to avoid any contact of the inner reinforcement ( 3 ) with the front spar ( 8 ) in the event of a bird strike.
  • the thickness and/or height of the inner reinforcement ( 3 ) is at least twice the radius of the leading edge section ( 1 ).
  • the thickness of the base ( 3 ′) of the inner reinforcement ( 3 ) is different from the thickness of the web ( 3 ′′) in order to optimize the construction of the part.
  • the inner reinforcement ( 3 ) is made of metallic or composite material.
  • the inner reinforcement ( 3 ) is attached to the outer skin ( 2 ) by riveting or welding when the leading edge section ( 1 ) is metallic, or by riveting, cobonding, or cocuring when the leading edge section ( 1 ) is of composite material.
  • FIG. 4 shows an aircraft 10 equipped with the leading edge section ( 1 ) as described in the wings, the HTPs and the VTP.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Moulding By Coating Moulds (AREA)

Abstract

A reinforced leading edge section for an aircraft, including an outer skin formed with an aerodynamic leading edge profile, an inner reinforcement arranged internally with respect to the outer skin along the span of the leading edge section, wherein the inner reinforcement includes a base with a C-shaped configuration joined to the outermost part of the outer skin, and a web having a free end and an opposite end joined to the base, the web extended in a direction transverse to the direction of the span of the leading edge section.

Description

    CROSS-REFERENCES TO RELATED APPLICATIONS
  • This application claims the benefit of the European patent application No. 21382712.4 filed on Jul. 29, 2021, the entire disclosures of which are incorporated herein by way of reference.
  • FIELD OF THE INVENTION
  • The present invention relates to a leading edge configuration for an aircraft.
  • BACKGROUND OF THE INVENTION
  • Bird strike collisions during flight, take-off and landing happen every day, jeopardizing people and aircraft integrity.
  • Certification regulations governing certain categories of aircraft require that, in the event of damage to a component caused by collision with a bird, the aircraft has to be capable of maintaining flight long enough to reach a landing site. For that, conventional aircraft lifting surfaces are configured to both withstand the bird strikes and fulfilling the aerodynamic requirements. The integration of these both functionalities results in a secured, but heavy design of the leading edges of the aircraft that ensure that there is no affectation of the primary structure allocated behind the leading edges.
  • Nowadays, aircraft aerodynamic surfaces, such as wings or stabilizers (a Horizontal Tail Plane (HTP) or a Vertical Tail Plane (VTP)), comprises leading edges 30 with increasing thickness in order to reach the maximum value in their outermost parts (the so-called D nose), which is the critical area from the impact point of view.
  • FIG. 1 shows a state of the art aircraft aerodynamic surface having a leading edge 6, a trailing edge 7 and several spars 8 in-between. As shown, the leading edge 6 comprises several composite plies 9 laid up to engross the leading edge 6 area, resulting in a heavy part.
  • Therefore, it would be desirable to provide a new leading edge that reduces the weight and cost of traditional leading edge sections.
  • SUMMARY OF THE INVENTION
  • The present invention overcomes the above mentioned drawbacks by providing a leading edge section for an aircraft with a reduction in weight and cost.
  • An object of the present invention is to provide a leading edge section for an aircraft that minimizes the weight and cost required in its manufacturing, at the same time that withstands a bird strike event.
  • Another object of the present invention is to provide a leading edge section for an aircraft that is compatible with any manufacturing material.
  • The present invention refers to a reinforced leading edge section for an aircraft that comprises an outer skin formed with an aerodynamic leading edge profile, and an inner reinforcement arranged internally with respect to the outer skin along the span of the leading edge section. The inner reinforcement comprises a base with a C-shaped configuration joined to the outermost part of the outer skin, and a web having a free end and an opposite end joined to the base. The web is extended in a direction transverse to the direction of the span of the leading edge section.
  • This way, the invention provides a new section with a more resistive structure (mass) incorporated in the forward area of the leading edge, resulting in a section capable of absorbing more energy from a bird impact.
  • The new leading edge section offers a part with reduced weight and manufacturing cost due to the simplification of the design. The thickness changes in the leading edge will be avoided by adding an inner reinforcement along the D nose forward area. In addition, this configuration increases the inertia for the critical impact direction, adding the reinforcement just in the most important area.
  • BRIEF DESCRIPTION OF THE DRAWINGS
  • For a better comprehension of the invention, the following drawings are provided for illustrative and non-limiting purposes, wherein:
  • FIG. 1 shows a schematic view of a state of the art leading edge provided with a thickening in its outermost area.
  • FIG. 2 shows a schematic view of a leading edge section, according to a first embodiment of the present invention.
  • FIG. 3 shows a schematic view of a leading edge section, according to a second embodiment of the present invention.
  • FIG. 4 shows an aircraft equipped with the leading edge section of the invention.
  • DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
  • FIG. 2 shows a reinforced leading edge section (1) for an aircraft that comprises an outer skin (2) and an inner reinforcement (3). The outer skin (2) is formed with an aerodynamic leading edge profile. The inner reinforcement (3) is arranged internally with respect to the outer skin (2) along the span of the leading edge section (1).
  • As shown in FIG. 2 , the inner reinforcement (3) comprises a base (3′), and a web (3″) with a free end (3a) and an opposite end (3b) joined to the base (3′). The base (3′) has a C-shaped configuration and it is joined to the outermost part of the outer skin (2). The web (3″) is extended in a direction transverse to the direction of the span of the leading edge section (1).
  • This way, the invention provides a leading edge section with an improved impact behavior, a reduced weight, and easier manufacture due to the avoidance of thickness changes.
  • As shown in FIG. 3 and according to another preferred embodiment, the reinforced leading edge section (1) further comprises one pair of secondary reinforcements (4) attached to both ends of the base (3′) of the inner reinforcement (3) to maximize the forward mass. As shown, the secondary reinforcements (4) are preferably radially extended towards the free end of the web (3a).
  • As in FIG. 2 , the web (3″) of the inner reinforcement (3) is extended towards the rear part, the leaving a marginal distance to avoid any contact of the inner reinforcement (3) with the front spar (8) in the event of a bird strike.
  • According to another preferred embodiment, the thickness and/or height of the inner reinforcement (3) is at least twice the radius of the leading edge section (1).
  • According to another preferred embodiment, the thickness of the base (3′) of the inner reinforcement (3) is different from the thickness of the web (3″) in order to optimize the construction of the part.
  • According to another preferred embodiment, the inner reinforcement (3) is made of metallic or composite material.
  • According to another preferred embodiment, the inner reinforcement (3) is attached to the outer skin (2) by riveting or welding when the leading edge section (1) is metallic, or by riveting, cobonding, or cocuring when the leading edge section (1) is of composite material.
  • Finally, FIG. 4 shows an aircraft 10 equipped with the leading edge section (1) as described in the wings, the HTPs and the VTP.
  • While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms “comprise” or “comprising” do not exclude other elements or steps, the terms “a” or “one” do not exclude a plural number, and the term “or” means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.

Claims (7)

1. A reinforced leading edge section for an aircraft, comprising:
an outer skin formed with an aerodynamic leading edge profile, and
an inner reinforcement arranged internally with respect to the outer skin along a span of the leading edge section,
wherein said inner reinforcement comprises a base with a C-shaped configuration joined to an outermost part of the outer skin, and a web having a free end and an opposite end joined to the base, the web extended in a direction transverse to a direction of the span of the leading edge section.
2. The reinforced leading edge section for an aircraft, according to claim 1, comprising at least one pair of secondary reinforcements attached to both ends of the base of the inner reinforcement.
3. The reinforced leading edge section for an aircraft, according to claim 2, wherein the secondary reinforcements are radially extended towards the free end of the web.
4. The reinforced leading edge section for an aircraft, according to claim 1, wherein at least one of a thickness or height of the inner reinforcement is at least twice a radius of the leading edge section.
5. The reinforced leading edge section for an aircraft, according to claim 1, wherein a thickness of the base of the inner reinforcement is different from a thickness of the web.
6. The reinforced leading edge section for an aircraft, according to claim 1, wherein the inner reinforcement is made of metallic or composite material.
7. The reinforced leading edge section for an aircraft, according to claim 1, wherein the inner reinforcement is attached to the outer skin by riveting or welding when the leading edge section is metallic, or by riveting, cobonding, or cocuring when the leading edge section is made of composite material.
US17/874,604 2021-07-29 2022-07-27 Reinforced leading edge section for an aircraft Pending US20230031989A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP21382712.4 2021-07-29
EP21382712.4A EP4124565A1 (en) 2021-07-29 2021-07-29 A reinforced leading edge section for an aircraft

Publications (1)

Publication Number Publication Date
US20230031989A1 true US20230031989A1 (en) 2023-02-02

Family

ID=77168184

Family Applications (1)

Application Number Title Priority Date Filing Date
US17/874,604 Pending US20230031989A1 (en) 2021-07-29 2022-07-27 Reinforced leading edge section for an aircraft

Country Status (2)

Country Link
US (1) US20230031989A1 (en)
EP (1) EP4124565A1 (en)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070138340A1 (en) * 2003-08-27 2007-06-21 Arafat Husam R Protective skin for aircraft
US20140133987A1 (en) * 2012-07-17 2014-05-15 Airbus Operations S.L. Highly integrated leading edge of an aircraft lifting surface

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2329324B1 (en) * 2007-03-30 2010-09-06 Airbus España, S.L. REINFORCED COMPOSITE MATERIAL AIRCRAFT ATTACK EDGE.
CN103057690A (en) * 2012-12-21 2013-04-24 中国商用飞机有限责任公司 Airplane wing surface front edge structure

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070138340A1 (en) * 2003-08-27 2007-06-21 Arafat Husam R Protective skin for aircraft
US20140133987A1 (en) * 2012-07-17 2014-05-15 Airbus Operations S.L. Highly integrated leading edge of an aircraft lifting surface

Also Published As

Publication number Publication date
EP4124565A1 (en) 2023-02-01

Similar Documents

Publication Publication Date Title
CN108016600B (en) Panel structure for an aircraft and method for the production thereof
US20170259902A1 (en) Aircraft Aerodynamic Surface With A Detachable Leading Edge
US8746619B2 (en) Tail capable of improving anti-bird strike performance of aircraft
EP2196391B1 (en) Impact resistant aircraft leading edge structures and aircraft including the same
CN106335629B (en) Fuselage spar structure with continuous integral fastened upper and lower chord sections
US7866605B2 (en) Energy absorbing impact band and method
EP2196309B1 (en) Leading edge for aircraft wings and empennages
US10093406B2 (en) Aircraft frame for tailstrike angle enhancement
CN106697258B (en) A kind of leading edge of a wing that can be improved bird strike resistance of airplane and hit performance
CN202320773U (en) Bird collision prevention airplane empennage
EP3095691A1 (en) Multi-spar torsion box structure
EP3248864B1 (en) Armoured leading edge and manufacturing method thereof
EP3135578B1 (en) Leading-edge structure for aircraft, wing for aircraft, and aircraft
EP3330174B1 (en) Aircraft stabilizer leading edge integration with torsion box and fuselage
CN112407244B (en) Aircraft leading edge assembly
US20230031989A1 (en) Reinforced leading edge section for an aircraft
WO2014094549A1 (en) Aeroplane airfoil leading edge structure
US11597497B2 (en) Leading edge structure for an aerodynamic surface of an aircraft
US20130056582A1 (en) Landing gear mounted under an aircraft wing
US11873095B2 (en) Leading-edge component for an aircraft
US20240174344A1 (en) Flow body for an aircraft with split ribs
US20210197954A1 (en) Leading-Edge Component For An Aircraft
US20210362832A1 (en) Structural composite airfoils with an improved leading edge, and related methods
US20210362830A1 (en) Structural composite airfoils with an improved leading edge, and related methods
US20210362831A1 (en) Structural composite airfoils with an improved leading edge, and related methods

Legal Events

Date Code Title Description
STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION COUNTED, NOT YET MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

AS Assignment

Owner name: AIRBUS OPERATIONS S.L., SPAIN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:VIVARACHO RODRIGUEZ, RUBEN;RAMIREZ BLANCO, GONZALO;SIGNING DATES FROM 20220729 TO 20230911;REEL/FRAME:064967/0997

STPP Information on status: patent application and granting procedure in general

Free format text: RESPONSE TO NON-FINAL OFFICE ACTION ENTERED AND FORWARDED TO EXAMINER

STPP Information on status: patent application and granting procedure in general

Free format text: FINAL REJECTION MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: RESPONSE AFTER FINAL ACTION FORWARDED TO EXAMINER

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION